Automatic train-stop.



J. FOURNIA.

AUTOMATIC TRAIN STOP.

APPLICATION man JUNE I8. 1913,

Patented Apr. 4, 1916.

4 SHEETS-SHEET 1.

1. EOURNIA. AUTOMATIC TRMN STOP.

APPLICATION FILED JUNE 18. I913- Patented Apr 4, 1916.

4 SHEETS-SHE 2 III... A.

J. FOURN'Ar AUTOMATIC TRAIN STOP.

APPLICATION FILED )UN[ 18. I913.

Patented Apr. 4, 1916.

4 SHEETS-SHEET 3- Patented Apr. 4,1916.

4 SHEETS-SHEET 4.

J. FOURNTA.

AUTOMATIC TRAIN STOP.

APPLICATION FILED JUNE 18. l9l3.

JOHN FOURNIA. OF ALBANY, NEW YORK.

AUTOMATIC TRAIN-STOP.

Specification of Letters Patent.

Patented Apr. 4, 1916.

Application filed June 18, 1913. Serial No. 774,324.

T 0 all whom it may concern:

Be it known that I, JOHN FOURNIA, a citizen of the United States,residing at Albany, in the county of Albany and State of New York, haveinvented a certain new and useful Improvement in Automatic Train-Stops,of which the following is a specification, reference being had thereinto the accompanying drawings, forming part thereof.

My invention relates to railway trafficcontrolling devices andparticularly to that class of traffic-controlling devices which areknown as automatic train stops.

In my co-pending application, Serial Number 747,856, filed February 12,1913, I have shown and described an improved automatic train stop whichas operated at each signal post and which will therefore apply thebrakes and stop the train at the entrance to each block unless itsoperation is prevented by a positive act on the part of the engineman ormotor-man. In addition to the operating devices at the respective signalposts, I have also shown in said prior application a device somewhat inrear of each signal post which is controlled by the signal apparatus atthat post and is arranged to be operative only when the signal apparatusis energized to hold the signal at clear. In my said prior application,I have shown and described as the stationary actuating devices locatedat the various signal posts and in rear thereof, mechanical trippingdevices constructed to protrude above the head of the rail andmechanically engage a lever carried by the railway vehicle and thusoperate the automatic train stop. This form of operating device hascertain disadvantages, however, and one object of this invention is toprovide improved tripping or actuating means for the automatic brakeapplying apparatus.

Other objects of my invention are simplicity and compactness ofconstruction and reliability of operation. Still other objects andadvantages of my invention will appear from the following description.

My improved tripping or actuating device comprises a movable magneticmember which is carried by the vehicle and which is related to the brakeapplying mechanism in such a way that its movement serves to apply thebrakes and which cooperates with a stationary armature member laid inthe track in position to cause the magnetic member to move as thevehicle passes the armature.

More specifically, the magnetic member is an electro-magnet, preferablyin the form of a stationary solenoid'with a removable core, and in orderthat a failure of the electromagnet may be on the side of safety, anelectro-translative device is arranged in series with the electro-magnetand is so related to the brake applying apparatus as to apply the brakeswhen on open circuit.

The movable magnetic member is arranged in control of an operating leverfor the brake applying apparatus and is adapted by its movement to movethe lever to operative position. Specifically the lever has a bias tonon-operative position and is preferably counterweighted with a bar ofmagnetic material. An armature may be disposed in each block at a safestopping distance in rear of the signal and one or more electro-magnetsmay be arr nged at the side of this armature, arrange to be energizedwhen the signal actuating mechanism is energized, and theseelectro-magnets will act upon the magnetic member which is carried bythe lever and which serves as a counterweight therefor, and willcounteract the tendency of the armature in the track to attract theelectro-magnet on the bar when the signal actuating mechanism isenergized and the signal is at clear, while permitting the armature tofreely attract the electromagnet carried by the lever and apply thebrakes when the signal is at danger.

My invention also comprises various other features and arrangements andcombinations of parts as will hereinafter more fully appear.

I shall now describe the embodiment of my invention illustrated in theaccompanying drawings and shall thereafter point out my invention inclaims.

Figure 1 is a diagrammatic representation of my brake applying apparatusas ositioned upon a locomotive, ,a portion 0 the locomotive being shownin outline, with the train-carried part of the actuating or trippingmechanism in operative relation to a stationary part. Fig. 2 is adiagrammatic representation, partly in sectional elevation, of theapparatus. Fig. 3 is a transverse sectional elevation of the operatingvalve, taken on line 33 of Fig. 5. Fig. 4 is a bottom detail view of therotary valve head 1 showing the stem in section. Figs. 5 and 6 arecentral longitudinal sectional elevations of the operating valve,showing the valve, respectively, in non-operating and in operatingpositions. Fig. 7 is a diagram showing one complete block and portionsof-two adjacent blocks and showing the electric circuits and therelative positions of the stationary members of the actuating mechanism,and a plan representation of the traincarried part of the actuatingmechanism.

In the drawings, I have shown as much of the brake applying apparatus asis necessary for a complete understanding of the operation of myimproved actuating or tripping mechanism. The illustrated apparatus,which is that shown in my said prior application, is connected with theair brake system and is operated by the air pressure used in thissystem. A vent 1 is provided in a branch pipe 2 of the train pipe 3 andthe train pipe is vented to reduce the pressure therein and apply thebrakes by operating the brakeapplying valve device arranged in controlof this vent 1. This brake-applying valve operates by varyin therelative pressures on opposite sides an equalizing piston valve 4 incontrol of the vent 1. This equalizing valve 4 is closed when thepressures on its opposite sides are substantially equal, and is raisedoff its seat and opens the vent when the pressure on its under side isexcessive. The brake applying valve includes two chambers 5 and 6, theformer of which is termed a high pressure chamber, and the latter lowpressure chamber, and communication between which is controlled by aslide valve 7 which is adapted to reciprocate in the casing 8 of thebrake-applying valve. In the normal position of the slide valve 7, whichis shown in Fig. 2, the chamber 5 communicates with the train pipe 3through the branch pipe 2, passageway 9, bridging recess 10 in the.slide valve '7 and passageway 11; and the chan'ibcr G communicates withan atmospheric port 1'2 through the passageway 13, and the bridgii 14 inthe slide valve 7. (louununi tween the main reservoir pressui and theengineers valve 1t? provided through a conduit including the pipe 17leading into the upper part of the. casing 8 of the brake applyingvalvi' and the pipe 18 which leads from. the ca .2 ['1 to the engineersvalve 16. Main reservoir pressure is therefore provided upon the slidevalve 7 which tends to hold the slide valve seated in any position towhich it is moved.

"With the slide valve in the position shown in Fig. 2, the pressure penthe opposite s of the equaliz. vs 4 is equal, and

rthe exposed a- 2 upper side of the who is greater than that oi thelower the valve s its-d unde these condil lds Z: v i .L-d. When theincludes branches leading to opposite slide valve 7 is moved to theleft, the bridging recess 10 in the slide valve is moved over so as toconnect the passageways 11 and 13, and in this position of the valve,therefore, the two chambers 5 and 6 are connected while communicationbetween the chamber 5 and the train pipe is interrupted and thecommunication between chamber (3 and the atmospheric port 12 isinterrupted. The pressure in the chamber 5 immediately 5 falls until thepressure in the two chambers 5 and 6 is equal, and since the pressureupon the upper side of the equalizing valve 4 is thereby reduced, thisequalizing valve is raised off its seat by pressure on its under 39side, and the train pipe is vented until the pressure in the train pipebecomes substantially equal to that in the chambers 5 and 6, when thevalve 4 is again seated and the vent closed. The amount of reduction inpressure is, of course, determined by the relative volume of the twochambers 5 and 6, and this is fixed by the desired reduction.

It is apparent that when the slide valve 7 is thus operated, theequalizing valve 4 holds the vent 1 open until the pressure in the trainpipe has fallen the predeterminet'l amount, irrespective of the amountof air thatmust escape to effect this reduction. The brakes are appliedin this manner very gradually and without any sudden jolt. or. in otherwords, the usual service application of the brake is thus made. \Vhenthe slide valve 7 is in this brake applying position it closes off theport connecting with the pipe 18, and thereby closes oil communicationbetween the engineers valve 16 and the main reservoir, and thus preventsthe main reservoir pressure from passing into the train pipe and keepingup the train pipe pressure to running condition when the train pipe isvented.

To thus operate the brake applying val-m operating means are employedwhich are automatically operated by the rartuatia; means which forms thesubject of this application, and in the embodiment shown a piston deviceis employed which is operated by air pressure from the main reservoitline 15 and. controlled by the operating inn-ms. The piston devicecomprises a piston if which reciprocates in a cylinder 20 and isconnected to the slide valve 7 by a )li stem 21 and thereby transmitsrecipr tion to the slide valve 7. A conduit pro communication betweenthe mainpre sure reservoir line 15 and the cylinder 20, and

Jim

of the piston 19, and communication W1 these respective branches iscontrolled b the operating valve, which is a rota Va! and is actuated bythe magnetic ccteq'v ia-iy means, as will hereinafter appear. Thisconduit includes the pipe Media; from the main rese roi: pressure Fine:5 o Ms rotary valve, and from this rotary valve lead the two branches,one the pipe 23 leading to the cylinder 20 in front of the piston 19 sothat air entering from the pipe 23 will move the slide valve 7 to theposition shown in Fig. 2, and the other consisting of the pipes 24 and25 the latter of which leads behind the piston 19, and communicationbetween which is controlled by the manually actuated controlling valvehereinafter to be described.

The operating valve is a rotary valve which is shown in detail in Figs.3, 4, 5 and 6. This rotary valve is actuated by a lever arm 26 which isfixed upon the stem 27 of the valve and which normally extends down invertical position. Fixed upon this stem is the rotary valve head 28which rotates upon the valve seat 29. The valve seat 29 is provided withtwo pressure passageways 30 and 31, and with an atmospheric passageway32, and the pressure passageways 30 and 31 are connected to the pipes 23and 24 respectively. The pipe 22 communicates with the port 33 in thecap 34 of the operating valve and the main reservoir pressure entersthis port '33 and envelope the rotary valve head 28 and passes out ofthe passageway 30 through a port 35 in the rotary valve head or out ofthe passageway 31 according to the position of the rotary valve head 28.In the normal or vertical position of the rotary valve head, the port 35registers with the passageway 36 as shown in Fig. 5, and main reservoirpressure therefore normally passes through the pipe 223 into thecylinder :20 in front of piston 19. The rotary valve head 28 is cut onits two opposite sides as shown in Figs. 3 and 4, providing a centralportion which in the normal position of tie rotary valve head overliesthe entrance to the passageway 31 and closes this means of communicationbetween this passageway 31 and the port The underside of the rotaryvalve head is provided with a communication between the passageway 31and the atmospheric passageway 32 in the normal position of the valvehead, as shown in Fig. 5. This recess 36 is provided with two radialextensions 37 on opposite sides of the port 35, and as shown in Fig. 6,these recess extensions 37 provide communication between the passageway30 and the atmospheric passageway 32, as the rotary valve is rotated. Itwill be noted that com munication will be provided as above describedwhen the rotary valve head is actuated, irrespective of the direction inwhich the valve is rotated, since there are two cutaway portions and tworecess extensions 37, and one of these will be brought into service whenthe valve is rotated in one direction and the other when the valve isrotated in the opposite direction. However, with my recess 36 whichfurnishes improved actuating mechanism hereinafter described, the valveis actuated in only one direction.

It will now he understood that in the normal or nonoperating position ofthe operating valve, as shown in Figs. 1, 2, 3 and 5, main reservoirpressure is being admitted through the pipe 23 in front of the piston19, while the space behind, being connected to the atmosphericpassageway 32 through the pipes 25 and 24, the pvwsage 31 and the recess 36, is at atmospheric pressure; and that when the lever armactuated and the valve 28 is rotated. these connections are reversed,and the pipe 23 is connect-ed with the atmospheric passageway 32, andpipes 24 and 25 are connected with the main rcsen volr pressure. If nthing operates to prevent con'imunication between the pipes 25: and 25,the main reservoir pressure will operate to move the piston 19 and hencethe slide valve 7 to the position opposite that shown in Fig. 2 and thebrakes will be applied in the manner heretofore described.

To prevent the application of the brakes,

however, manually operated controlling means are provided under thecontrol of the engineer by which communication between the pipes 24 and25 is prevented, and the main reservoir pressurewhich is admitted to thepipe 24 is diverted to effect the operation of a restoring devi e torestore the operating valve to its normal position, as will now bedescribed.

Located the cab within convenient reach of the engineer is thecontrolling valve, which comprises a slide valve 38 reciprocative in avalve casing 39. Main reservoir .iressure is admitted through the pipe40 into the top of the casing 39, and this pressure fluid envelops theslide valve 38 and holds it seated and in the position to which it ismoved. Secured to a rearwardly extending stem 41. on this slide valve isan operating handle 42 pivoted at its lower end and connected with atreadle member 43 whereby the stem 4.: can be reciprocated either byfoot or by hand. The handle 42 is provided with a stop 44 which engagesa latch 4-5 in the normal position of the latch, as shown in Fig. 3?,after the handle 42 has been moved a short distance. This latch 45 hason its lower end the piston 46 slidable in a cylinder 41', and thispiston is normally held, in an elevated position by a spring 48, and iswithdrawn by fluid pressure admitted to the upper side of the piston 46,as will hereafter appear.

In the normal position of the slide valve, shown in Fig. 2, a bridgingpassageway 49 provides communication between the pipes 2. and 25, but aSthe engineer moves the handle 42, or treadle 43, until the stop 44.-engages the latch 45, he thereby moves the slide valve 38 suflicientlyto connect the pipe 25 through a bridging passageway 67 with anatmospheric port 50 in the casing 39, and to connect the pipe 24 throughthe bridging passageway 49 with a pipe 51 which has two branches, onebranch 52 leading to the upper side of the latch piston 46, and theother branch 53 leading behind a cylinder 54 connected by a stem 55 withthe slide valve 38, and reciprocative in a piston 56. The air thusadmitted to the pipe 51 from the pipe 24 serves both to retract thelatch 45 from the path of the stop 44 and to complete the movement ofthe slide valve 38 by the pressure fluid admitted behind the piston 54.It will therefore be seen that the engineer merely initiates theoperation of the controlling valve and that thereafter its operation isautomatically completed. This further automatic movement of the slidevalve serves to operate a restoring device for the operating valve torestore the apparatus to its normal running condition, and also to admitpressure fluid in front of the piston 54 to restore the control valve toits normal position, as will now be described.

The restoring device is located directly above the operating valve andboth are carried inside the drive wheels upon a plate 82 secured at itsends to the boxes 83 of the drive wheels of the locomotive. Being thuscarried by the same member, the relative distance between the two isalways the same, and, since they are both supported upon the axles ofthe locomotive, the relative distance between the lever arm 26 and therail is always the same, there being no spring to yield and vary thisrelative distance. It will be readily understood that it is desirable tokeep this relative distance constant, in order that the distance betweenthe u'iagnct and armatures of the actuating mecl'zanism for theoperating valve may be constant. Since the other parts of the apparatusare mounted upon the spring supported superstructure of the locomotive,it is essential to provide flexibility in the pipe connections betweenthe yielding and the rigid parts of the apparatus, and this may beprovided in any suitable way, as by fiexible pipe sections, as shown inFig. 1.

The restoring device comprises two diverging arms forl'ning an invertedV-shaped device 57 disposed directly above the upper end of the lever 26carried upon the downwardly extending stem 58 on a vertically slidingpiston 59 which reciprocates in a cylinder 60. This piston 59 andconnected parts are normally maintained n elevated position by a spring61, and by air pressure which enters through a pipe 62 which enters thecylinder 60 on the under side of the piston 59, and communicates withthe port in the casing 39 of the controlling valve with which atransverse slot 63 in the slide valve 38 normally registers. Mainreservoir pressure which envelops the slide valve 38 normally passesthrough this slot 63 and thence through the pipe 62 to the under side ofthe piston 59 and supplements the spring 61.

To depress the piston 59 and restore the operating Valve, fluid pressureis admitted upon the upper side of the piston 59through the pipe 64 andunder the control of the controlling slide VillX'G 3S. Tnlsplpe 64, inthe normal position of the slide valve, communicates with a longitudinalpassageway 65 in the slide valve which communicates with the atmosphericport 50 as long as the slide valve is in such position that thepassageway 65 communicates with the pipe 64. It is therefore apparentthat in the normal condition of the apparatus, the space above thepiston 59 is vented to the atmosphere. After the movement of the slidevalve 38 has been manually initiated and the pressure fluid from thepipe 24: diverted. into the pipe 51, the movement of the slide valve 38is completed by the pressure fluid entering into the pipe 53 behind thepiston 54, in the manner above described. This further movement of theslide valve 38 brings the slot 63 into register with the port leading tothe pipe 6% and pressure fluid from the pipe 40 is thereby admittedthrough the pipe 64 above the piston 59. At the same time the portleading to the pipe 62 is brought into communication with a bridgingrecess 66 on the underside of the slide valve 38, which communicatesthrough a port on its upper side with the passageway 65, and is therebyvented to the atmosphere through the atmospheric port 50, the bridgingrecess 67 at the end of the passageway 65 being of such length that thepassageway 65 is in communication with the atmospheric port .30"throughout the entire range of movementof the slide valve 38. Sincepressure fluid is admitted to the upper. side of the piston 59 and thespace below the piston 59 is at the same time "ented to the atmospherethrough the connection described, the restoring device is depressed, andthe lever arm 26 is restored to its vertical position by the V-shapedmember 57, and the operating valve is restored to its normal position.The pipe 24 is thereby again connected with the atmospheric passageway32 in the operating valve, and hence the space behind the piston 54 andthe space above the piston 4-6 are vented to the atmosphere, and theoperating valve is ready to be restored to its normal position throughthe means now to be described.

A conduit connects the cylinder 56 in front of the piston 54 with thepipe 22. and the valve in this conduit is controlled by the finalmovement of the restoring mechanism. The piston 59 is provided with anupwardly extending stem 68 which projects into the cylinder 69 and isslotted as shown in Fig. 2,

and a pin 84 on a slide valve in the cylinder 69 engages in this slot.This slide valve 70 is provided with a bridging recess 71 which, in thenormal position of the slide valve, provides communication between anatmospheric port 72 and a port l ading to a pipe 73 which leads to the cnder 5i and which forms one part of the conduitprovidin g communicationbetween the pipe and the cylinder :36, while the pipe 7'; which connectsthe cylinder 69 with the :e 22 forms the other part of the condo, Themain reservoir pressure con "nurilly this cylinder 69 through this pipevelops the slide valve 5C: and i';... slide valve upon its seat andadjusted position. It will he nocd that the space in front of the piston54 is normally vented to the atmosphere lzidrQ l. the pipe 73. recess 71and atmospheric port 72.

that the piston 54 and the slide alve 38 connected thereto are free ocim'n'ed to the right as alt described. After the restoring device hasheen depressed" however, sutlicientlv to restore the operating valve,the upper end of the slot in the stem (38 engages the pin on the slideval e 7 pine the fi'iiil pr ssure entering through the pipe 6t eontinucsto depress the restoring! device this continued movement oi-rue permittd lgv a slot T55 formed at the to of ik"-3' l'mg nicuiher at thejuncture o l iize tn o 1 5 urging arms shown. The further do snmirdniowvwnt ot the restoring" l-"*' .--?-r\ es to move the slide valve 7oivzz *nsil comlllllllltfltlfill is provided between me cylinder ()9 andthe pipe 32 through the pipes T3 and T4. and iluid pressure the entt inthe front of the piston 54 and moves controlling slide valve 38 hack toits ca nal position as shown in the, drawing. As soon as the slide valve3% reaches this position the slot- 63 is again brought into regi r withthe port leading to the pipe qt: filo-id pres-- sure enters underneaththe piston 52 and cooperates with the spring 61 to again raise therestor ng device to its normal pciition. the =pace a iove the piston Si) brin again vented to the atmosphere thrr {g t the pipe v, passageway65, and atmosp'i 3 iort 50, Pt will now he understood that we lever arm26 is turned upon its pivot. .lli l pressur ill he admitted to thePlmiitlll uating devhe of the brake applyii 'va r; mechanisi to actuatethe same .21.; apply the brak -a unless this prevent v the controlli gvalve; and that the ope; Ami of this contri-lling valv is niannaly 1, pdi td and is autoniaticali;v con-pitted. ininitial morement servis loutiv' rii th iiu t pres sure from the hralio f lp 'llfv liijj valvrmechanism to the piston n erhinisni lilili completes the operation ofthe h min; va vc; and that in its final :iiovi ,mnt in) controling?\alve admits pressure lltsid to the restoring device which restores theoperating valve to its original position and the restoring device in itsfinal movement restores the mntrolliugi val e to its original positionand resets the ha! lie 42 and connected parts and thereh huts oi't' thefluid picssurc from the restoring; device, which then assumes itsoriginal position It will thus he observed that the operating valve, thecontrolling valve, and he restoring devices "ioini their conipl 1: timethat the movement (it the controlling valve is to operation e initiated,and hence the engineer can he eontinually apprised of the condition oithe apparatus.

To prevent the engine from continually holding the handle t; forward sothat the above described operations raiil automati" cally take placewhen the arm i;

actuated, and thus permit h e to relax his ling: vi: l te. in such pr 1lion t r a i ve arr-i permits the fit toipi team piston is 2,. lionUnongii the q 3 (Zea i 'ani novcnient of the Sitl'li "1-3 anti slidrmore 3. The initial DlOVGlifiliiI of the slide vale there-tore, bothserver to open whereby the main reser oir pix-wore 32m falli and to shutoff the compressor so that the air is no longer compressed and s ored inthe main reservoir 7 The air pressure thereby falls and the brakes a; eapplied in the same inanner as is efi'ected by the operation of theengineers valve.

The above described hrake applying, mechanism ii the some as thatdescribed and claimed in my said co-pending application. 3' shall now 5scribe the illurtrated embodiment of in improved sweating mechanism 3.rut-ativc transverr-wv extending shaft 8:") is mounted in iittli' k"ilCLiil If unde ne th the locoaiotix and lined opoi'i tlih s-ha:liixixiiy liciezit the valve leve h is a roturv actuating i about itsmr plier with a n ali v pl'illizt llilg lowa ne; a apted Li) strike thelo J1 and arinale the cont:

o ii iv at the proper times, a lever 88 is provided which is looselypivoted upon the transverse shaft 85 substantially under the middle lineof the locomotive. This lever 88 is provided with a pawl 89 whichengages with a ratchet 90 also fixed upon the shaft 85.

Carried by the frame of the locomotive directly over the rear end of thelever 88 is a solenoid 91 provided with a movable core 92, which issecured to the lever 88, as by a transverse pin 93 engaging in anelongated opening in the lever. When the solenoid 91 is energized, ittends to hold the core 92 elevated and partially projecting within thesolenoid as shown. When an armature of soft iron is brought in proximityto the core, the core and armature, according to well known principles,tend to approach each other to decrease the reluctance of the magneticcircuit. To draw the core downwardly in accordance with this principleand thereby depress the rear end of the lever. 88 and. rotate theratchet 90, the shaft 85 and the valve-actuating wheel 86, I provide atintervals, in substantially the center of the track, armatures 94 ofsoft iron. These armatures are fixed in the track and are of suflicientlength to assure the downward movement of the core and hence theactuation of the brake applying mechanism by each armature as the trainpasses over the armature at maximum speed. One of these armatures 94 isprovided at each signal post, or, in other words, at the entrance toeach'block, so that the operating valve is actuated at each signalirrespective of the osition of the signal. It will, therefore, be notedthat unless the engineer operates the controlling valve and prevents theoperation of'the brakes, the brakes will be applied at each signal, andsince he has this positive act to perform at each signal, he is requiredto stay at his post in order to keep his train going, and since hisattention is thus forcibly called to the fact that he is passing thesignal, the likelihood of his passing it Without observing it is reducedto a minimum. In actual practice the engineer will operate hiscontrolling device each time just before the operating valve isactuated, so that the pressure fluid which passes through the pipe 24,instead of operating the brake applying mechanism, will operate tocomplete the movement of the controlling valve, whereby the restoringdevice is actuated and the parts restored to their normal positions.

The train carried parts of the actuating mechanism are preferablyinclosed in a casing 95 of brass or other suitable nonmagnetic material.The parts are so arranged that, at each actuation of the lever 88, thewheel 86 is rotated the angular distance between two fingers 87. Thelever 88 has a bias to the position which it assumes with its rear endelevated and the core 92 in its uppermost position in the solenoid 92,and, consequently, as soon as it passes over the armature, it rotatesback to its normal or non-operative position, the pawl 89 rotating idlyover the teeth of the ratchet 90. For the purpose of giving the leverthis bias, it is shown as counterweighted, though other suitable meansmay be employed for this purpose.

In order that a failure of the electromagnet may be a safe failure, Iprovide means for applying the brakes when the solenoid is on opencircuit. For this purpose a second electro-magnet 96 is provided inseries with the solenoid 91, as shown in F 1, both being energized b thebattery 97. This electro-magnet 96 is arranged in control of an upwardlyseating valve 98 which controls the admission of pressure fluid from thepipe 15 through the pipe 99 behind the piston valve 100. This pistonvalve 100 reciprocates in a cylinder 101 and its stem 102 passes througha stufling box into the casing 8 of the brake operating valve mechanismand is secured to the end of the valve 7 on the end opposite that towhich the stem 21 of the valve 19 is secured. The valve piston 100 is oflarger area than is the valve piston 19, and, consequently, whenpressure fluid is admitted behind the piston 100, the valve 7 is movedto the left against the pressure behind the piston 19, and the brakesare applied.

The stem 103 of the valve 98 extends up wardly through the valve casing10L and carries a downwardly seating venting valve 105 on its upper end,and a pivoted armature lever 106 is attached to the top of the ventingvalve 105 between the pivot and the free end of the armature lever.Anarmature 107 is mounted on the lever near its free end. The valvecasing 104 communicates with the cylinder 101 behind the valve piston100 through a passageway 108.

It will now appear that, if the magnet 96 is energized, the armature 107is attracted and the venting valve 105 is raised off its seat and thevalve 98 is closed, with the result that pressure fluid is excluded fromthe space behind the valve piston 100 and this space is vented to theatmosphere. \Vhen the magnet 96 is deenergized, however. the armature107 and connected parts fall by gravity and close the venting valve 105and open the valve 98, and the valve 7 is moved to the left and thebrakes are applied. Thus a rupture in the circuit of the solenoid 91serves to apply the brakes, and the engineer is at once apprised of thefact that his actuating mechanism for the operating lever is out oforder. The armatures 94 are securely spiked in place and the liabilityof failure of proper operation of the mechanism is reduced to a minimum.

It will be noted that, with. each actuation of the wheel 86, a linger 87is hrought up in position to contact, with the lever 26, out no tinge-ris lcii in thc path of the leicr 213 so as to impede its free returnthing position. The lever :20 can, therefore,

be restored and the brakes he prevented from cing on or bc relca 1elever does not return to its origi ou. This is important in case the tr;iould stop 'niaiure. n, 1 prei'cr also il/113M011 denext signal undercont; 1 he r to sunthat hr will stop .1 the next, block if the nextaqua? 1. ger, 1 provide a tripping m 1. a safe stnppi w distance nal soi mechan sm the. is at dungik-r and is in is at cl This nice arinziiu 9%similar i and at cncli side of a. counre a a rerscly led on extend;l1"l()SS-'- ll-1 two o-iugnets 102i and serve as an arms these mag n :1locoinc track 92 do n nets when thcv are cnergri motive pa this meclarmature 91' tends to drii'. and ill us apply the brakes. i1 7'.applicatiun it the brakes is prover: if the track magnets 105: areenergizcd, since the attraction of the two magnets for the armature bar110 excells that between the cor-: 5:2 and th'etrack armature 91".

.is shown in Fig. 7, the track magnets 109 are energized through acircuit controlled by mechanism energized in series. with the nalcon-trolling mechanism. The signal controlling relay 111, which controlsthe local signal circuit, is energized in the usual way lthe trackcircuit comprising the battery .112, wire 113, the right rail, wire 114,relay 111, wire 115, relay 119, the left rail and wire 116 back to thebattery. When the block is unoccupied and the relay 111 is encrgized, asshown at station B. the contact finger 117 is attracted and the localsignal circuit is completed through the battery 11!: and the signal isheld at clear. The train T in the block A-B has shunted the relay 111and the local. signal circuit of station A is therefore broken and thesignal assumes the. danger indication by gravity.

In series with the signal controlling relay 111 is the track magnetcontrolling relay 119 which controls the local circuit for the trackmagnets 109. This local circuit is encrgized by the local battery 1:20and includes the contact lirwer 1.21 controlled by the relay 119. Therelay 119 is, therefore, energized and dc'c rergirmcd \ith the relay111, and the track magncls are energized when the block ahead is clcarand are deenergizcd when t-lic block I i 1.: is occupied. It sometimesoo. rs that the signal gets stuck at clear p tic-n ftcr the signalactuating mechanun: -n nergized, and under c brakes will be applied, c te engineer, on getting the proceed into an occupied such cond. whileothci clea signal. block.

The positi 94. may be ms of the armatures indicated miniature signalsalong the track, "1e ingniecr might in practice -cntrolling lever 42 ashe ap arinatures and thereby oper mechanism and prevent. the

operate proaclics 1,-1 ate th restc brah g on, even when the track rela"W9 v-lcz dcenergizcd. To obviate the engineer cannot "i of the armaturearnuiture 91". which. may he resetting armature, is provided ial thearmature 9-1. This re 91 ill, if not prevented, hy atiractin the core 92I will, there lore, he com i 's ratc his controlling level 2 at this 3:.is; pre ent his brakes from going on. As evinusl described, thisoperation of the, controlling 42 initiates an operation which results inthe operation of the restoring mechanism and finally in the rcsetting ofthe alve 38 and the lever 12 back to their original positions by theadmission oi pressure fluid in front of the piston valve fi l. The lever42 is thus automatically reset and the parts are in position for thebrakes to be applied as the core 92 moves over the armature 94 ii thetrack armatures 109 are not energized.

It will now appear that, if the signal which the train is approaching isat danger or should he at danger, the brakes will. be applied at a safestopping distance before the signal is reached and the engineer cannotprevent the application of the brikes by the customary operation of hiscontrolling mechanism.

It is obvious that various modifications may be made in the constructionshown in the drawings and above particularly described within theprinciple and scope of my invention.

I claim 1. In a railway trallic-controlling system in combination with arailway track and a vehicle thereon, brake applying mechanism for thevehicle, and automatic actuating pellcd means for the brake applyingmechanism comprising a movable magnet carried by the vehicle andoperative by its movement to actuate the brake applying mechanism, anarmature fixed in the track in position to co operate with the magnetand cause the magnet to actuate the brake applying mechanism as thevehicle passes the armature, restoring mechanism for the brake applyingmechanism, and manually controlled means for opera ting the restoringmechanism.

2. In a railway traffic-controlling system, in combination with arailway track and a vehicle thereon, brake applying mechanism for thevehicle, and automatic actuating means for the brake applying mechanismcomprising a lever operative to actuate the brake applying mechanism, anelectro-magnetic member fixed to the lever, an armature fixed in thetrack in position to cooperate with said member as the vehicle passesthe armature and move said member toward the armature and therebyoperate the lever to actuate the brake applying mechanism, restoringmechanism for the brake applying mechanism, and manually controlled.means for operating the restoring mechanism.

3. In a, railway traliic-controlling system, in Combination with arailway track and a vehicle thereon, brake applying mechanism for thevehicle, and automatic actuating means for the brake applying mechanismcomprising a lever operative to actuate the brake applying mechanism andhaving a bias to nonoperative position, a solenoid carried by thevehicle, a movable core for the solenoid operative by its movement outof the solenoid to move the lever to operative position, an armaturefixed in the track in position to cooperate with the core as the vehiclepasses the armature and move the core outwardly and thereby operate thelever to actuate the brake applying mechanism, restoring mechanism forthe brake applying mechanism, and manually controlled means foroperating the restoring mechanism.

4. In a railway trafliccontrolling system, in combination with a railwaytrack and a vehicle thereon, brake applying mechanism for the vehicle,and automatic actuating means for the brake applying mechanismcomprising a movable electromagnetic member carried by the vehicle andoperative by its movement to actuate the brake applying mechanism, anarmature fixed in the track in position to cooperate with theelectromagnetic member and cause the electro-magnetic member to actuatethe brake applying mechanism as the vehicle passes the armature, andmeans operative to apply the brakes when the electromagnetic member isdeenergized.

In a railway traffic-controlling system, in combination with a railwaytrack and a vehicle thereon, brake applying mechanism for the vehicle,automatic actuating means for the brake applying mechanism comprising alever operative to actuate the brake applying mechanism, anelectro-magnetic member fixed to the lever and a normally closed'tlQCtI'lC circuit therefor, an armature fixed to the track in positionto cooperate with the electromagnetic member as the vehicle passes thearmature and move said member toward the armature and thereby operatethe lever to actuate the brake applying mechanism, and means operativeto apply the brakes when said electric circuit is open.

6. In a railway traflic-controlling system, in combination with arailway track and a vehicle thereon, brake applying mechanism for thevehicle, automatic actuating means for the b 'ake applying mechanismcomprising a lever operative to actuate the brake applying mechanism andhaving a bias to nonoperative position, an electro-magnetic member fixedto the lever and a normally closed electric circuit therefor, anarmature fixed t0 the track in position to cooperate with theelectromagnetic member as the vehicle passes the armature and move saidmember toward the armature and thereby operate the lever to actuate thebrake applying mechanism, and an electro-translative device arranged inseries in the energizing circuit of the electro-magnetic member andoperatively related to the brake applying mechanism and operative inopen circuit to actuate the brake applying mechanism and apply thebrakes.

7. In a 'ailway trafiic-controlling system, in combination with arailway track, a vehicle thereon and. a stationary signal. apparatusalong the track; brake applying mechanism for the vehicle, and automaticactuating means for the brake applying mechanism comprising a leveroperative to actuate the brake applying mechanism and having a bias tonon-operative position, an electromagnetic member fixed to the lever, anarmature fixed in the track in position to cooperate with said member asthe vehicle passes the armature and move said member toward the armatureand thereby operate the lever to actuate the brake applying mechanism.means controlled by the signal apparatus for preventing the lever frommoving to operative position, restoring mechanism for the brake applyingmechanism, and manually controlled means for operating the restoringmechanism. a

8. In a railway traffic-controlling system, in combination with arailway track, a vehicle thereon, electro-translative signal-actuatingmechanism along the track and a track circuit in control thereof, brakeapplying mechanism for the vehicle and automatic engaging means for thebrake applying mechanism comprising a pivoted lever operi i "sheapplying mechanism.

ative to actuate the brake applying mechanism and having a bias tononoperative position, a train Qisctro-nnignatic member fixed to thelever on one sido of the pivot, a track armature fixed in the trunk inposition to cooperate with said member as the vehicle passes the tracko1 minim-e and more said membor toward the frank store and therebyoperate the lover to actuate the V armature on? ried by the lever on theoppu oz? side of the pivot, a track elsci-ro-magnvt arranged at the sideof the tron rmniurr and operati e l chen energized to soiimrate, s 3ththe armamttirs carried by 111% lover 1nd hold the lever ninst movement oopernt ws ion r the influence of the; trawl: UT 1 not cont rolled by th7 H lativs aeolian;

a raiiavay iination m aism roe m in comprising it P til brake applying:r a?! a h s to non-op; 3

magnetit mean: armature fixed in th s track in nmate with theeaioctronisgnrti' the vehicle passes the drill-GULF said momber towardthe onerite the love:- to applying msobmzmm moans om y the brother the emember is :36,. or trolled by the signs; lpf' in the lever from movingto tion.

10. In a railway tr: o-onntroifiing a in combination with a railwaytrack, a ole thereon, olectro-translarive gmii-o ing mechanism along thetrack 12nd UGQ circuit in control thereof; brake app' ying mechanism forthe vehicle and mitonmtio actuating means for tile brake applyingmechanism comprising a pivoted isver on erativo to actuate the brakeapplying mocha. nism and having a bias to non-operative po sition, atrain electromagnetic member fixed to the lever on one side of thepivot, a track armature fixed in the track in position to cooperate withsaid member as the vehi- (:16 passes the track armature and. move saidmember toward the track armature and thereby operate the lever toactuate the brake applying mechanism, means operative to apply thebrakes when said member is denergized, an armature carried by the leveron the oprjmsite side of tho pivot, it track electro-niugnet illlill'lgll at the szdo of the trash armature and operative when m srgized to Qoirate with the urnmture corried by tho la -r and hold the levcr againstmovement to operative position under the mli 12 m? tbs? truck arn'mtnrenn-"i on (i0 3- zr r h roui for its track c lantro-m" 7 uetoon nal-actuating eleo intransthe Q's-.1": being rloswi :"tr 'f-"l, re n 5 Mno :1: so? l m ism is 91; Ming: open Will). eimiirotranslntiw rrm hmu i1'? in a raii' av traliio an onmoinatmn sum J; 'l'1i ."norsim'i,

he X'ffihlClE,

3:) ti w thsrew m the lever, trawl; in no member as th and move, andtilfifilj} I rotary membe 13. In a rail zy traiioonnrrnlling system,inccmbination with a. railway track and a vehicle thernon, brakeapplying mechanism for the vehicls includ g a train pip-c and a sonroeof pressure fluid at brake applying valve mechanism controlled by thepressure fluid and operatixe to reduce the pressure in the train pipe anoperating valve arranged to admit pressure fluid to the brake applyingvalve mechanism to operate the :1 to coiiperzzto iClQ pi: i no er towardthe armature same, a lever operative to actuate the operating valve andhaving a bias to non-operative posltlon, an electro-magnetic memberfixed to the lever, an armature fixed in the track in position tocooperate with said member as the vehicle passes the armature and movesaid member toward the armature and thereby operate the lever to actuatethe operative valve, and means operative to operate the brake applyingvalve mechanism when the electro-magnetlc member is deenergized.

14. In a railway traffic-controlling system, in combination with arailway track and a vehicle thereon. brake applying mechanism for thevehicle including a train pipe and a source of pressure fluid, a brakeapplying valve mechanism controlled by the pressure fluid and o erativeto reduce the pressure in the train pipe, an operating valve arranged toadmit pressure fluid to the brake applying valve mechanism to operatethe same, a movable magnetized member carried by the vehicle andoperative by its movement to open the operating valve, an armature fixedin the track in position to cooperate with said member and cause saidmember to move and actuate the operating valve as the vehicle passes thearmature, restoring mechanism operative to restore the operating valve,manually controlled means for operating the restoring mechanism,restoring mechanism for the manually controlled means, and means in thetrack in advance of the armature compelling the exercise of manualcontrol for operating the restoring mechanisms.

15. In a railway traffic-controlling system, in combination with arailway track and a vehicle thereon, brake applying mechanism for thevehicle includin a train pipe and a source of pressure flui a brakeapplying valve mechanism controlled by the pressure fluid and operativeto reduce the pressure in the train pipe, an operating valve arranged toadmit pressure fluid to the brake applying valve mechanism to operatethe same, a movable magnetized member carried by the vehicle andoperative by its movement to open the operating valve, restoring mochanism controlled by the pressure fluid and operative to restore theoperating valve to closed position, manually controlled means fordiverting pressure fluid from the brake applyihg mechanism to therestoring mechanism, automatic resetting means for the manuallycontrolled means, and two armatures fixed in the track in close eacharmature bein arranged to cooperate with the magnetizef member and causesaid member to move and actuate the operating valveas the vehicle passesthe respective armatures, whereby the manually controlled means Willbereset by reason of the manual control compelled by the first armatureand succession,

the pressure fluid will operate the brake applying valve mechanism asthe operating valve is actuated by-the second armature.

16. In -a railway traflic-controlling system, in combination with arailway track, a vehicle thereon and a stationary signal apparatus alongthe track; brake applying mechanism for the vehicle including a trainpipe and a source of pressure'fluid, a brake applying valve mechanismcontrolled by the pressure fluid and operative to reduce the pressure inthe train pipe, an operating valve arranged to admit pressure fluid tothe brake applying valve mechanism to operate the same, a movablemagnetized member carried by the vehicle and operative by its movementto open the operating valve, an armature fixed in the track in positionto cooperate with said member and cause said member to move and actuatethe operating valve as the vehicle passes the armature, restoringmechanism operative to restore the operating valve, manually controlledmeans for operating the restoring mechanism, restoring mechanism for themanually controlled means, means in the track in advance of the armaturecompelling the exercise o manual control for operating the restoringmechanisms, and means controlled by the signal ap aratus for preventingthe actuation of the operating valve by the track armature.

17. In a railway traffic-controlling system, in combination with arailway track, a vehicle thereon and a stationary signal apparatus alongthe track; brake applying mechanism for the vehicle including a trainpipe and a source of pressure fluid, a brake applying valve mechanismcontrolled by the pressure fluid and operative to reduce the pressure inthe train pipe, an operating valve arranged to admit pressure fluid tothe brake applying valve mechanism to operate the same, a movablemagnetized member carried by the vehicle and operative by its movementto open the operating valve, restoring mechanism controlled by thepressure fluid and operative to restore the operating valve to closedposition, manually controlled means for diverting pressure fluid fromthe brake applying mechanism to the restoring mechanism, automaticresetting means for the manually controlled means, two armatures fixedin the track in close succession, each armature being arranged tocooperate with the magnetized member and cause said member to move andactuate the operating valve as the vehicle passes the respectivearmatures, whereby the manually controlled means will be reset by reasonof the manual control compelled by the first armature and the pressurefluid will operate the brake applying valve mechanism as the operatingvalve is actuated by the second armature, and means disposed at the sidea brake applying valve mechanism con-,

trolled by the pressure fluid and operative to reduce the pressure inthe train pipe, an operating valve arranged to admit pressure .fluid tothe brake applying valve mechanism to operate the same, a pivoted leveroperative to actuate the operating valve and having a bias tonon-operative position, a train electro-magnetic member fixed to thelever on one side of the pivot, an armature carried by the lever on theopposite side of the pivot, restoring mechanism controlled by thepressure fluid and operative to restore the operating valve to closedposition, manually controlled means for diverting pressure fluid fromthe brake applying mechanism to the restoring mechanism, automaticresetting means for the manually controlled means, two armatures fixedin the track in close succession, each armature being arranged tocooperate with the electromagnetic member and cause said member to moveand actuate the operating valve as the vehicle passes the respectivearmatures, whereby the manually controlled means will be reset by reasonof the manual control compelled by the first armature and the pressurefluid will operate the brake applying valve mechanism as the operatingvalve is actuated by the second armature. a track elcctro-magnetarranged at the side of the second armature and operative when energizedto cooperate with the armature carried by the lever and hold the leveragainst movement to operative position under the influence of the trackarmature, and an electric circuit for the track electro-magnetcontrolled by the signal actuating electrotranslative means. the circuitbeing closed when the electro-translative means is energized and beingopen when the electrotranslative mechanism is deenergized.

19. In a railway trailic-controlling system, in combination with arailway track and a vehicle thereon, brake applying mechanism for thevehicle including a train pipe and a source of pressure fluid. a brakeapplying valve mechanism controlled by the pressure fluid and operativeto reduce the pressure in the train pipe, an operating valve arranged toadmit pressure fluid to the brake applying valve mechanism to operatethe same, a movable electro-magnetic member carried by the vehicle andoperative by its movement to open the operating valve, means operativeto apply the brakes when the electromagnetic member is deelnergized, anarmature fixed in the track in position to cooperate with said member tocause said member to move and actuate the operating valve as the vehiclepasses the armature, restoring mechanism operative to restore theoperating valve. manually controlled means for operating the restoringmechanism, resetting means for the manually controlled means, and meansin the track in advance of the armature compelling manual control foroperating the resetting means.

'20. In a railway traflic-controlling system, in combination with arailway track and a vehicle thereon, brake applying mechanism for thevehicle including a train pipe and a source of pressure fluid, a brakeapplying valve mechanism controlled by the pressure fluid and operativeto reduce the pressure in the train pipe, an operating valve arranged toadmit pressure fluid to the brake applying valve mechanism to operatethe same, a movable electro-magnetic member carried by the vehicle andoperative by its movement to open the operating valve, anelectro-translative device arranged in in series within the energizingcircuit of the electro-magnetic member and operatively related to thebrake applying valve mechanism and operative in open circuit to admitpres sure fluid to the brake applying valve mechanism and apply thebrakes, an armature fixed in the track in position to cooperate with theelectro-magnetic member to cause the said member to move and actuate theoperating valve as the vehicle passes the armature, restoring mechanismoperative to restore the operating valve, manually controlled means foroperating the restoring mechanism, resetting means for the manuallycontrolled means, and means in the track in advance of the armaturecompelling manual control for operating the resetting means.

21. In a railway traffic-controlling system in combination with arailway track and a vehicle thereon, brake applying mechanism for thevehicle including a train pipe and a source of pressure fluid, a brakeapplying valve mechanism controlled by the pressure fluid and operativeto reduce the pressure in the train pipe, an operating valve arranged toadmit pressure fluid to the brake applying valve mechanism to operatethe same. a movable electro-magnetic member carried by the vehicle andoperative by its movement to open the operating valve. means operativeto apply the brakes when the elcctro-magnetic member is deenergized,restoring mechanism controlled by the pressure fluid and operative torestore the operating valve to closed position, manually controlledmeans for diverting pressure fluid from the brake applying valvemechanism to the restoring mechanism, auto matic resetting means for themanually controlled means, and two armatures fixetl in the track inclose succession, each armature being arranged to cooperate with theelectromagnetic member and cause said member to move and actuate theoperating valve as the vehicle passes the respective arnlatnres, wherebythe manually controlled means will be reset by reason of the manualcontrol compelled by the first armature and the pressure fluid willoperate the brake applying valve mechanism as the operating valve isactuated by the second armature.

In a railway trafiic-controlling system, in combination with a railwaytrack and a vehicle thereon, brake applying mechanism for the vehicle.and automatic actuating means for the brake applying mechanismcomprising a movable magnetic member carried by the vehicle andoperative by its movement to actuate the brake applying mechanism, astationary magnetic member carried by the vehicle in control of themovable magnetic member, a magnetically-acting member fixed in the trackin position to counteract the magnetic action of the stationaryvehicle-carried magnetic member and move the movable magnetic member foractuating the brake applying mechanism as the vehicle passes the trackmember, restoring mechanism for the brake applying mechanism, andmanually controlled means for operating the restoring mechanism.

In testimony whereof I have affixed my signature in presence of twowitnesses.

VICTOR D. BoRsT, '11. A. KELLY.

